Baggage cart handling system

ABSTRACT

A system for holding one or more bags. The system includes a cart, a first chute disposed on the cart, and a second chute also disposed on the cart. The first chute includes a first edging along each side of the first chute. The second chute includes a second edging along each side of the second chute. The second chute is intertwined with the first chute. The system may further include a third chute and a fourth chute disposed on the cart. The third chute may include a third edging along each side of the third chute, and the fourth chute may include a fourth edging along each side of the fourth chute. The top and bottom of the first chute and the top and bottom of the second chute are positioned on opposite ends of the cart at about 180 degrees apart, while the top and bottom of the third chute and the top and bottom of the fourth chute are positioned on opposite ends of the cart at about 180 degrees apart.

RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.14/019,140, filed Sep. 5, 2013 and now U.S. Pat. No. 9,701,483; which isa divisional of U.S. patent application Ser. No. 13/098,125, filed Apr.29, 2011, titled BAGGAGE CART HANDLING SYSTEM, now U.S. Pat. No.8,556,084 and the entire disclosure of which is incorporated herein byreference.

BACKGROUND Field of the Invention

Implementations of various technologies described herein generallyrelate to a cart that may be used to hold and transport baggage. Morespecifically, various technologies described herein generally relate toa baggage cart used for transporting baggage throughout an airport'sbaggage network.

DESCRIPTION OF THE RELATED ART

The following description and examples do not constitute an admission asprior art by virtue of their inclusion within this section. Airportbaggage systems or networks are designed to transport baggage from atraveler's airport of departure to the traveler's destination airport.When a traveler checks his baggage with an airline, the baggage is sentto a complex baggage network and is ultimately placed on the traveler'saircraft. Upon arriving at the traveler's destination, the baggage isthen transported from the aircraft to the destination airport's baggageclaim area.

In order to place the checked baggage on the traveler's aircraft, thecurrent airport baggage system sends the baggage to an internal baggageclaim area where airport employees read tags that are placed on eachpiece of baggage to determine the flight information that corresponds toeach piece of baggage. After determining the flight information, theairport employees manually lift each piece of baggage from a conveyorbelt at or near the ground and place each piece of baggage in aconventional baggage cart. Typically, there are a number of conventionalbaggage carts that are located in the internal baggage claim area andeach conventional baggage cart is assigned to a particular aircraft. Theairport employees place each piece of baggage into the conventionalbaggage cart that corresponds to the flight information on the piece ofbaggage.

Each conventional baggage cart is then transported to its correspondingaircraft, where the airport employees manually lift each piece ofbaggage from the conventional baggage cart and place each piece ofbaggage on a mobile conveyor belt (i.e., mobile bag loader). The mobilebag loader then transports each piece of baggage from the ground levelto the aircraft so that each piece of baggage may be placed on theaircraft. A similar process, but in the reverse order, is used totransport each piece of baggage from the aircraft to the baggage claimarea at the traveler's destination. The manual lifting of each piece ofbaggage involved in the current airport baggage system often createsinefficient use of airport employees' energy. Further, depending onairport employees to determine which piece of baggage corresponds towhich conventional baggage cart increases the likelihood of human errorin making such determination.

SUMMARY

Described herein are implementations of various technologies of abaggage cart used to hold baggage. In one implementation, the baggagecart may include a cart, a first chute disposed on the cart, and asecond chute also disposed on the cart. The first chute may include afirst edging along each side of the first chute. The second chute mayinclude a second edging along each side of the second chute. The secondchute may be intertwined with the first chute.

In another implementation, the baggage cart may include a third chuteand a fourth chute on the cart. The third chute may include a thirdedging along each side of the third chute, and the fourth chute mayinclude a fourth edging along each side of the fourth chute. The top andbottom of the first chute and the top and bottom of the second chute arepositioned on opposite ends of the cart at about 180 degrees apart,while the top and bottom of the third chute and the top and bottom ofthe fourth chute are positioned on opposite ends of the cart at about180 degrees apart.

Described herein are also implementations of various technologies of abaggage cart handling system. In one implementation, the baggagehandling system may include a main conveyor belt, one or more branchconveyor belts, and one or more baggage carts disposed underneath themain conveyor belt, the branch conveyor belt or combinations thereof.The main conveyor belt and the branch conveyor belts may be configuredto transport one or more bags. Each baggage cart may have at least twointertwined chutes for receiving the bags from the main conveyor belt,the branch conveyor belts, or combinations thereof.

Described herein are also various implementations of a method forunloading one or more bags. In one implementation, the method mayinclude positioning a back end of a conveyor belt on a mobile bag loaderadjacent to and under a first chute of a baggage cart having at leasttwo intertwined chutes. The method may then include folding down a rampportion of the first chute toward the back end and rotating the conveyorbelt.

Described herein are also various implementations of a method forloading one or more bags. In one implementation, the method may includepositioning a front end of a conveyor belt on a mobile bag loaderadjacent to and above a first chute of a baggage cart having at leasttwo intertwined chutes. The method may then include placing the bags onthe conveyor belt and rotating the conveyor belt.

Described herein are also various implementations of a method formanaging a chute of a baggage cart for holding one or more bags. In oneimplementation, the method may include sending a command to an opticalsensor to project a light beam at the chute. The method may then includedetermining that the chute is full if the optical sensor does notreceive a reflected light beam within a first predetermined amount oftime.

In another implementation, the method for managing a chute of a baggagecart may include sending a command to an ultrasonic sensor to send oneor more sound waves to a chute of the baggage cart. The method may theninclude determining that the chute is full if the ultrasonic sensor doesnot receive one or more reflected sound waves within a predeterminedamount of time.

In yet another implementation, the method for managing a chute of abaggage cart may include sending a command to a vision sensor to acquirean image of the chute. The method may then include determining that thechute is full if the image does not match a reference image thatcorresponds to an empty chute.

The above referenced summary section is provided to introduce aselection of concepts in a simplified form that are further describedbelow in the detailed description section. The summary is not intendedto identify key features or essential features of the claimed subjectmatter, nor is it intended to be used to limit the scope of the claimedsubject matter. Furthermore, the claimed subject matter is not limitedto implementations that solve any or all disadvantages noted in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

Implementations of various techniques will hereafter be described withreference to the accompanying drawings. It should be understood,however, that the accompanying drawings illustrate only the variousimplementations described herein and are not meant to limit the scope ofvarious techniques described herein.

FIG. 1A illustrates a perspective view of a double helix baggage cart inaccordance with implementations of various technologies describedherein.

FIG. 1B illustrates a side view of a double helix baggage cart inaccordance with implementations of various technologies describedherein.

FIG. 2A illustrates a mobile bag loader loading baggage onto the doublehelix baggage cart in accordance with implementations of varioustechnologies described herein.

FIG. 2B illustrates a mobile bag loader unloading baggage from a doublehelix baggage cart in accordance with implementations of varioustechnologies described herein.

FIG. 2C illustrates a baggage slide coupled to a mobile bag loader forloading baggage onto a baggage cart in accordance with implementationsof various technologies described herein.

FIG. 3A illustrates an airport baggage system using a plurality ofdouble helix baggage carts in accordance with implementations of varioustechnologies described herein.

FIG. 3B illustrates a branch belt in an airport baggage system using aplurality of double helix baggage carts in accordance withimplementations of various technologies described herein.

FIG. 4A illustrates a perspective view of a quadruple helix baggage cartin accordance with implementations of various technologies describedherein.

FIG. 4B illustrates a top view of a quadruple helix baggage cart inaccordance with implementations of various technologies describedherein.

FIG. 4C illustrates an inner view of a quadruple helix baggage cart inaccordance with implementations of various technologies describedherein.

FIG. 4D illustrates a perspective view of a branch belt in an airportbaggage system using a plurality of quadruple helix baggage carts inaccordance with implementations of various technologies describedherein.

FIG. 4E illustrates a side view of a branch belt in an airport baggagesystem using a plurality of quadruple helix baggage carts in accordancewith implementations of various technologies described herein.

FIG. 4F illustrates a lower corner view of a branch belt in an airportbaggage system using a plurality of quadruple helix baggage carts inaccordance with implementations of various technologies describedherein.

FIG. 5 illustrates a flow diagram of a method for transporting baggageusing a double helix baggage cart in accordance with one or moreimplementations of various techniques described herein.

FIG. 6 illustrates a flow diagram of a method for distributing baggagein an airport baggage system having a plurality of double helix baggagecarts in accordance with one or more implementations of varioustechniques described herein.

FIG. 7 illustrates a computer network into which implementations ofvarious technologies described herein may be implemented.

DETAILED DESCRIPTION

The discussion below is directed to certain specific implementations. Itis to be understood that the discussion below is only for the purpose ofenabling a person with ordinary skill in the art to make and use anysubject matter defined now or later by the patent “claims” found in anyissued patent herein.

Executive Summary

The following paragraphs provide an executive summary of varioustechnologies and techniques directed at a baggage cart and for usingsame to transport baggage throughout an airport's baggage network.

The baggage cart described herein may include two spiral chutes that maybe intertwined with each other. Each chute may be angled such that whenbaggage is placed at the top of a chute, the baggage may slide down thechute towards the bottom of the baggage cart due to gravity. In oneimplementation, each chute may include transfer mechanisms at variouspoints on the chute to ensure that the baggage slides down the chuteautomatically. At the bottom of each chute, the chute may fold at anangle such that the baggage at the bottom of the chute rests within thechute and does not fall off the chute onto the ground. The two spiralchutes may be coupled to a cart. Both the two spiral chutes and the cartmay be coupled to or positioned next to a mobile bag loader. In oneimplementation, the two spiral chutes may rotate around a vertical axislocated in the middle of the spiral chutes.

In operation, the baggage cart may be used to transport baggagethroughout an airport's baggage network. In one implementation, in orderto load baggage onto the baggage cart, the top of one chute in thebaggage cart may be positioned adjacent to and below a conveyor belt ona mobile bag loader. The conveyor belt on the mobile bag loader may beinclined such that the front end of the conveyor belt is adjacent to andabove the top portion of the chute and the back end of the conveyor beltmay be positioned near the ground. Baggage may then be placed on theback end of the conveyor belt such that the baggage may travel upward onthe conveyor belt and fall onto the top portion of the chute. In orderto prevent the baggage from falling onto the ground from the chute, thebottom of the chute may be folded upward. As a piece of baggage isdropped onto the top of the chute, the piece of baggage may slide downthe chute until it rests against the folded bottom portion of the chuteor against another piece of luggage that may be resting against thefolded portion of the chute.

In another implementation, in order to unload baggage from the baggagecart onto the mobile bag loader, the bottom of one chute on the baggagecart may be positioned adjacent to and above the back end of theconveyor belt on the mobile bag loader. In order to do this, the bottomof the chute may be folded downward such that it is adjacent to andabove the back end of the conveyor belt. The conveyor belt on the mobilebag loader may be angled such that the front end of the conveyor beltmay be positioned higher than the back end. Once the bottom portion ofthe chute is positioned adjacent to and above the back end of theconveyor belt, the conveyor belt may be rotated and the piece of baggagelocated at the bottom of the chute may fall into the back end of theconveyor belt and be picked up by the conveyor belt. The next piece ofbaggage leaning against the piece of baggage that was recently picked upmay slide down toward the bottom of the chute and onto the conveyorbelt. The process continues until each piece of baggage has slid downthe bottom of the chute and onto the conveyor belt.

In yet another implementation, the baggage cart described herein may beimplemented in an airport baggage system. A plurality of baggage cartsdescribed herein may be disposed underneath a conveyor belt in theairport baggage system. The airport baggage system may include a complexnetwork of conveyor belts that may be positioned high above the groundsuch that the baggage carts may fit underneath the conveyor belts. Theairport baggage system may use a first scanner to scan each piece ofbaggage and determine the flight information for the corresponding pieceof baggage. After scanning the baggage, the airport baggage system maydetermine which conveyor belt within the network of conveyor beltscorresponds to the scanned baggage's flight information. The airportbaggage system may then use plows or pushers that are positioned abovethe conveyor belts to push the scanned baggage onto various conveyorbelts in the network of belts such that the scanned baggage mayeventually be placed on the conveyor belt that corresponds to thescanned baggage's flight information.

After the scanned baggage is placed on the conveyor belt thatcorresponds to the scanned baggage's flight information, the airportbaggage system may use a second scanner to determine which baggage cartof the number of baggage carts disposed underneath the conveyor beltcorresponds to the flight information for the scanned baggage. Afterdetermining which baggage cart corresponds to the flight information forthe scanned baggage, the airport baggage system may use a plow or pusherto push the scanned baggage onto the top of one chute of the baggagecart that corresponds to the flight information for the scanned baggage.

Various implementations of the baggage cart described herein and varioustechniques for using same to transport baggage throughout an airportbaggage network will now be described in more detail with reference toFIGS. 1-7 and in the following paragraphs.

Double Helix Baggage Cart

FIG. 1A illustrates a perspective view of a baggage cart 100 inaccordance with implementations of various technologies describedherein. The baggage cart 100 may include a first chute 110, a secondchute 120, a cart 130, transfer mechanisms 140, a ramp 150, edging 160and sensor 170. First chute 110 and second chute 120 may be shaped as avertical spiral and may be intertwined with each other. In oneimplementation, first chute 110 and second chute 120 may be intertwinedsuch that the two chutes form a double helix shape. The verticaldistance between each chute may be large enough such that standardairline baggage may fit within each chute. Each chute may be configuredto slope downward such that baggage placed on the top of the chute mayslide down the chute due to gravity.

In one implementation, transfer mechanisms 140 may be added on the topof each chute such that baggage may start sliding down the chute moreeasily. Transfer mechanisms 140 may include rollers, ball transfers,skate wheels and the like. Transfer mechanisms 140 may be positioned atvarious points on each chute. In another implementation, transfermechanisms 140 may be positioned continuously throughout each chute tohelp ensure that the baggage continues to fall down to the bottom of thechutes. Further, in yet another implementation, different kinds oftransfer mechanisms 140 may be distributed at different points on eachchute such that baggage may slide down each chute more effectively.

Edging 160 are disposed along the sides of each chute to keep thebaggage inside the chute and prevent the baggage from falling off theside of the chute. At the bottom of each chute, a portion of the chutemay fold or bend upwards and lock in place to prevent baggage fromfalling off the chute and onto the ground. This portion of the chute maybe referred to as ramp 150. Although ramp 150 is used herein to preventbaggage from falling off each chute, it should be noted that in otherimplementations, other devices may be used to prevent baggage fromfalling off the chutes, such as a rubber stopper, a chain gate and thelike.

The intertwined chutes may be coupled to cart 130. Cart 130 may includewheels such that it may be transported around an airport. In oneimplementation, the intertwined chutes may be coupled to the cart 130such that it rotates about a vertical axis located in the middle of cart130. Although baggage cart 100 has been described as having two chutes,it should be noted that in some implementations, baggage cart 100 mayinclude one chute or more than two chutes intertwined with each other.

FIG. 1B illustrates a side view of the baggage cart 100 in accordancewith implementations of various technologies described herein. As shownin FIG. 1B, the top and bottom ends of chute 110 and chute 120 may bepositioned on opposite ends of cart 130, i.e., at about 180 degreesapart. In one implementation, the top ends of chute 110 and chute 120may be disposed underneath an airport baggage system such that thebaggage may be pushed onto either chute from a conveyor belt on theairport baggage system. A shaft may be disposed through the center ofbaggage cart 100 to enable the baggage cart 100 to rotate about theshaft. In one implementation, the shaft may be positioned on bearingssuch that it may be rotated along the bearings. The airport baggagesystem and its operation with the baggage cart will be described in moredetail with reference to FIGS. 3A-3B.

System for Loading and Unloading Baggage

FIG. 2A illustrates using a mobile bag loader 210 loading baggage onto abaggage cart 100 in accordance with implementations of varioustechnologies described herein. The following description for FIG. 2A ismade with reference to baggage cart 100 of FIGS. 1A-1B. Mobile bagloader 210 may also be referred to as belt loader, mobile baggagetransporter, mobile conveyor belt and the like. As shown in FIG. 2A,baggage may be placed on belt 220 of mobile bag loader 210. Belt 220 mayrotate such that baggage placed on belt 220 may travel from a back end222 of belt 220 to a front end 221 of belt 220. The front end 221 ofbelt 220 may be positioned adjacent to and above the top of one chute(e.g., chute 120) of baggage cart 100. The back end 222 of belt 220 maybe positioned closer to the ground such that baggage may be placed ontothe back end 222 of belt 220 by an airport employee or using a baggageslide. The baggage slide will be described in greater detail withreference to FIG. 2C. As baggage is dropped onto chute 120 from belt220, the baggage may slide down chute 120 to ramp 150.

FIG. 2B illustrates using the mobile bag loader 210 unloading baggagefrom the baggage cart 100 in accordance with implementations of varioustechnologies described herein. The following description for FIG. 2B ismade with reference to baggage cart 100 of FIGS. 1A-1B. For unloadingbaggage cart 100, the back end 222 of belt 220 may be positionedadjacent to and below ramp 150 of one chute (e.g., chute 120) of baggagecart 100 such that baggage may fall off ramp 150 and onto belt 220.Here, the back end 222 of belt 220 may be positioned closer to theground such that when ramp 150 is folded down, baggage may slide ontothe back end 222 of belt 220 from baggage cart 100. Initially, thebottom-most piece of baggage may rest on the back end 222 of belt 220after ramp 150 is folded down. Belt 220 may be angled such that thefront end 221 of belt 220 may be positioned high above the ground nearan airport baggage system, airplane or the like. In one implementation,belt 220 may rotate such that the bottom-most piece of baggage restingon belt 220 may travel up towards the front end 221 of belt 220. As thebottom-most piece of baggage travels up belt 220, the piece of baggagethat is resting against the bottom-most piece of baggage may slide downchute 120 and onto belt 220. In this manner, each piece of baggage onchute 120 may automatically be placed onto belt 220 without havingairport employees lifting baggage, thereby transferring baggage frombaggage cart 100 to mobile bag loader 210 more efficiently.

FIG. 2C illustrates a baggage slide 230 coupled to the mobile bag loader210 for loading baggage onto the baggage cart 100 in accordance withimplementations of various technologies described herein. The followingdescription for FIG. 2C is made with reference to baggage cart 100 ofFIGS. 1A-1B. Baggage slide 230 may be configured such that a first endof baggage slide 230 may be coupled to a baggage compartment door of anaircraft and a second end of baggage slide may be coupled to the backend 222 of belt 220 on mobile bag loader 210. In one implementation,slide 230 may be composed of carbon fibers or other light weightmaterials that would support baggage sliding down baggage slide 230 froman aircraft's baggage compartment door. In operation, baggage may beplaced on the first end of baggage slide 230 and may subsequently slidedown baggage slide 230 and onto the back end 222 of belt 220. Once apiece of baggage falls onto belt 220, belt 220 may rotate and lift thepiece of baggage up and drop the piece of baggage onto baggage cart 100as described in FIG. 2A.

In another implementation, the second end of baggage slide 230 may becoupled to or positioned adjacent to and above the top of a chute inbaggage cart 100. In this manner, baggage may be placed on the first endof baggage slide 230 and subsequently slide down to the second end ofbaggage slide 230 and onto a chute on baggage cart 100. Once a piece ofbaggage falls onto a chute of baggage cart 100, the piece of baggage maytravel down the chute as described in FIG. 2A.

Double Helix Baggage Cart System

FIG. 3A illustrates an airport baggage system 300 using multiple baggagecarts in accordance with implementations of various technologiesdescribed herein. The following description for FIG. 3A is made withreference to baggage cart 100 of FIGS. 1A-1B. Airport baggage system 300may include scanner 310, main belt 320, branch belts 330, scanner 340,pusher 350, controller 370 and alarm 380. In one implementation, airportbaggage system 300 may be positioned high above the ground (e.g., 9 feetor higher) such that one or more baggage carts 100 may be disposedunderneath main belt 320 and branch belts 330. Airport baggage system300 may be connected to additional airport baggage systems located atvarious places in an airport. The airport baggage system may beconnected together via additional belts between the additional airportbaggage systems.

Scanner 310 and scanner 340 may be configured to scan a barcode placedon a piece of baggage to determine the flight information thatcorresponds to the piece of baggage. The flight information obtainedfrom scanner 310 and scanner 340 may be forwarded to controller 370,which may use the flight information to determine which branch belt 330and which baggage cart 100 corresponds to each piece of baggage. In oneimplementation, each baggage cart 100 disposed under branch belt 330 andmain belt 320 is associated with a particular flight number andaircraft. Each branch belt 330 may include all of the baggage carts 100that are associated with a particular range of flight numbers. In thismanner, upon determining the flight number associated with a piece ofbaggage, controller 370 may determine a branch belt 330 that correspondsto the flight number of the piece of baggage. In one implementation,once a piece of baggage is placed on main belt 320, scanner 310 scansflight information from the piece of baggage and sends the informationto controller 370. Controller 370 may then use this information todetermine the particular branch belt 230 that corresponds to the flightnumber of the piece of baggage. After determining the branch belt 330,controller 370 may send a command to pushers 350 to push the piece ofbaggage from main belt 320 to the appropriate branch belt 330. It shouldbe noted that in some implementations, plows may be used in place ofpushers. Controller 370 will be described in more detail with referenceto FIG. 7.

Although scanner 310 and scanner 340 have been described as beingconfigured to scan barcodes, it should be understood that in someimplementations the scanners described herein may be configured to scanother types of machine-readable representations of data, such as aradio-frequency identification devices and the like. Further, inaddition to flight information, scanner 310 and scanner 340 may receiveadditional information pertaining to the baggage, such as whether thebaggage is a premium bag, the owner of the bag, and the like.

Pushers 350 may be positioned above main belt 320 and branch belt 330and may be configured to push baggage onto different belts (e.g., frommain belt 320 to branch belt 330) or into a baggage cart 100. Additionaldetails as to pushers 350 pushing baggage into baggage cart 100 areprovided below with reference to FIG. 3B.

After the piece of baggage is pushed to the appropriate branch belt 330,scanner 340 may scan the piece of baggage and send the informationrelated thereto to controller 370. Controller 370 may then determinewhich baggage cart 100 disposed under branch belt 330 corresponds to theflight information of the piece of baggage. After determining thebaggage cart 100 that corresponds to the flight information of the pieceof baggage, controller 370 may send a command to pusher 350 to push thepiece of baggage into baggage cart 100 that corresponds to the flightinformation of the piece of baggage. In addition to identifying thebaggage cart 100 that corresponds to the flight information of the pieceof baggage, the information obtained from scanner 340 may be used todetermine which chute of baggage cart 100 corresponds to the piece ofbaggage. As such, each chute of baggage cart 100 may be used todifferentiate between two types of baggage that are associated with thesame flight information.

For instance, some baggage may be designated as premium baggage whileother baggage may be designated as regular baggage. Accordingly, onechute of baggage cart 100 may be designated to hold the premium baggageand the other chute of baggage cart 100 may be designated to hold theregular baggage. After determining whether a piece of baggage is apremium piece of baggage or a regular piece of baggage, controller 370may send a command to pusher 350 to push the piece of baggage into itscorresponding chute of baggage cart 100. In one implementation, premiumbaggage may be loaded onto an aircraft last and unloaded from theaircraft first such that they are received at the general baggage claimarea in the airport first.

FIG. 3B illustrates the branch belt 330 in the airport baggage system300 using multiple baggage carts in accordance with implementations ofvarious technologies described herein. The following description forFIG. 3B is made with reference to baggage cart 100 of FIGS. 1A-1B andairport baggage system 300 of FIG. 3A. FIG. 3B includes branch belt 330,pusher 350, chute 110, chute 120, sensor 360 and controller 370. In oneimplementation, after controller 370 determines which baggage cart 100and chute of baggage cart 100 correspond to the piece of baggage,controller 370 may determine when the piece of baggage may be in frontof its corresponding baggage cart 100 and chute based on the rate atwhich the belt of branch belt 330 rotates. Once a piece of baggagereaches the corresponding baggage cart 100 and chute, pusher 350 maypush the piece of baggage onto the appropriate chute. In oneimplementation, pusher 350 may push the piece of baggage onto an angledset of rollers such that the piece of baggage may fall into a chute ofbaggage cart 100. In another implementation, pusher 350 may push thepiece of baggage directly onto a chute of baggage cart 100.

Sensor 360 may be used to determine whether a chute on baggage cart 100is full and cannot fit any more baggage. In one implementation, sensor360 may be coupled to branch belt 330 and may be pointed towards baggagecart 100. Sensor 360 may be configured to determine whether an object isin front of sensor 360 for more than a predetermined amount of time. Inone implementation, sensor 360 may be a transmitting optical sensor(e.g., optical emitter/detector sensor) disposed on the underside of thebranch belt 330, and sensor 170 may be a receiving optical sensordisposed on the top portion of a chute. The transmitting optical sensor360 may coordinate with the receiving optical sensor 170 to determinewhether an object is at the top of a chute for more than a predeterminedamount of time. For example, the transmitting optical sensor 360 mayemit an optical beam downward from the underside of the branch belt 330to the receiving optical sensor 170 on the top of the chute. If a pieceof baggage obstructs the optical beam between the transmitting opticalsensor 360 and the receiving optical sensor 170 for a predeterminedamount of time, the transmitting optical sensor 360 may send an alarm tocontroller 370 indicating that the baggage cart 100 corresponding to thereceiving optical sensor 170 is full. After receiving the alarm,controller 370 may no longer push baggage onto the chute of baggage cart100 corresponding to the receiving optical sensor 170.

In one implementation, after receiving the alarm notification,controller 370 may illuminate alarm 380. Alarm 380 may be a visual oraudible alarm that illuminates or produces a siren when a chute is full.As shown in FIG. 3B, alarm 380 may be located near each respective chutelocation on the main belt 320 or the branch belt 330 to indicate whichchute on baggage cart 100 is full. Additionally, alarm 380 may belocated on or near the ground level of airport baggage system 300 suchthat airport employees may be alerted to a full chute on a baggage cart100. (See FIG. 3A). Once sensors indicate that both chutes of aparticular baggage cart 100 are full, the particular baggage cart 100may be sent to its corresponding flight such that the baggage storedthereon may be loaded onto an aircraft as detailed in FIG. 2B. Althoughsensor 360 and sensor 170 have been described as optical sensorsdisposed on a chute and branch belt 330, it should be noted that in someimplementations, sensor 360 and sensor 170 may be any type of sensorthat may be used to determine whether a chute of baggage cart 100 isfull, such as an infrared sensor, a weight sensor, a photoemitter/detector sensor, an ultrasonic emitter/detector sensor, visionsensor (e.g., camera) and the like. Further, although sensor 360 hasbeen described as a transmitting optical sensor and sensor 170 has beendescribed as a receiving sensor, it should be understood that in someimplementations sensor 360 may be the receiving optical sensor andsensor 170 may be the transmitting optical sensor. Further, in someimplementations, only one sensor (i.e., sensor 170 or sensor 360) may beused to determine whether a chute of baggage cart 100 is full.

In another implementation, sensor 170 is a receiving optical sensor onthe top of the chute which may be a reflector, such as a mirror and thelike, and sensor 360 is a transmitting optical sensor. In this manner,the transmitting optical sensor 360 may emit an optical beam downwardfrom the underside of the branch belt 330 to the reflector (i.e.,receiving optical sensor 170) on the top of the chute. The optical beammay then be reflected back to the transmitting optical sensor 360. If apiece of baggage obstructs the optical beam between the transmittingoptical sensor 360 and the reflector (i.e., receiving optical sensor170) for a predetermined amount of time, the transmitting optical sensor360 may send a signal to controller 370 indicating that the chute ofbaggage cart 100 that corresponds to the reflector (i.e., receivingoptical sensor 170) is full. In one implementation, baggage cart 100 maybe rotated using baggage rotation devices until sensor 360 receives areflected optical beam from a different reflector (i.e., receivingoptical sensor 170) disposed on a different chute, at which point thebaggage rotation devices may stop. The baggage rotation devices aredescribed in more detail with reference to FIG. 4D.

In yet another implementation, sensor 360 and sensor 170 may be a photoemitter/detector sensor and a mirror, respectively. As such, the fullcondition of a chute may be sensed by the photo emitter/detector sensorwhen the reflected photo beam is blocked by baggage.

In yet another implementation, sensor 360 may be an ultrasonicemitter/detector, which may not require a reflector because it may emitsound waves that may be reflected off of the chute. When there are nobags on top of the chute, the sound waves may take longer to reflectback to the ultrasonic emitter/detector as compared to when there arebags on the top of the chute. As such, if the ultrasonicemitter/detector receives reflected sound waves within a predeterminedamount of time, the ultrasonic emitter/detector may indicate that a bagis present on the top of the chute and that the chute is full.

In yet another implementation, sensor 360 may be a vision (camera/video)sensor. This type of sensor does not require a reflector as the videoimage is analyzed by software and compared to a reference video image ofan empty chute. If the image does not match the reference image, thevision sensor signals that a bag is present in the image and that thechute is full.

Quadruple Helix Baggage Cart

FIG. 4A illustrates a perspective view of a quadruple helix baggage cart400 in accordance with implementations of various technologies describedherein. The following description of baggage cart 400 is made withreference to baggage cart 100 of FIGS. 1A-1B. The baggage cart 400 mayinclude a first chute 410, a second chute 420, a third chute 430, afourth chute 440, ramps 450, edging 460 and sensors 470. Ramps 450,edging 460 and sensors 470 may correspond to ramps 150, edging 160 andsensors 170 of FIG. 1. In one implementation, the quadruple helix chutesystem may be coupled to cart 130 and may rotate about a vertical axislocated in the center of cart 130.

Like baggage cart 100, transfer mechanisms, such as rollers, balltransfers, skate wheels and the like, may be added on the top of eachchute such that baggage may start sliding down the chute more easily.Transfer mechanisms may also be positioned at various points on eachchute. In one implementation, the transfer mechanisms may be positionedcontinuously throughout each chute to help ensure that the baggagecontinues to fall down to the bottom of the chutes. In yet anotherimplementation, different kinds of transfer mechanisms may bedistributed at different points on each chute such that baggage mayslide down each chute more effectively.

Edging 460 may be disposed along the sides of each chute to keep thebaggage inside the chute and prevent the baggage from falling off theside of the chute. Ramp 450 may be disposed at the bottom of each chuteto prevent baggage from falling off the chute and onto the ground. In anupward position, ramp 450 may be used to keep baggage inside the chute.In a downward position, ramp 450 may be used to facilitate transferringbaggage out of the chute. In one implementation, ramp 450 may includetransfer mechanisms to enable baggage to slide down ramp 450 moreeasily.

FIG. 4B illustrates a top view of a quadruple helix baggage cart 400 inaccordance with implementations of various technologies describedherein. As shown in FIG. 4B, the top and bottom ends of chute 410 andchute 430 may be positioned on opposite ends of cart 400, i.e., at about180 degrees apart, and the top and bottom ends of chute 420 and chute440 may be positioned on opposite ends of cart 400, i.e., at about 180degrees apart.

Also shown in FIG. 4B, each chute has sensor 470 disposed at the top ofeach chute. In one implementation, the functionalities and capabilitiesof sensor 470 correspond to the description of sensor 170 providedthroughout this document (i.e., with respect to FIGS. 3B, 6 and 7). Inthis manner, sensor 470 may be used to determine whether a chute onbaggage cart 100 is full and cannot fit any more baggage. Sensor 470 maysend a signal to the controller 370 when a chute on baggage cart 400 isfull.

In one implementation, sensor 360 of FIG. 3B may be used with sensor 470to identify which chute on baggage cart 400 is currently positionedunder branch belt 330 to receive baggage pushed by pusher 350. Sensor360 may be a transmitting optical sensor disposed on the underside ofthe branch belt 330 as described above. Sensor 470 may be a reflectorsuch as a mirror and the like. The reflector (i.e., sensor 470) mayinclude data embedded therein that indicates the identity (e.g.,identification number) of its corresponding chute. The transmittingoptical sensor 360 may emit an optical beam downward from the undersideof the branch belt 330 to the reflector (i.e., sensor 470) on the top ofthe chute. The optical beam may then be reflected back to thetransmitting optical sensor 360. The reflection received by thetransmitting optical sensor 360 may include the identity of the chute aslisted on the reflector 170.

FIG. 4C illustrates an inner view of a quadruple helix baggage cart inaccordance with implementations of various technologies describedherein. Each chute may start at the top of baggage cart 400 and endtowards the bottom of baggage cart 400. Each chute in baggage cart 400may be configured to support the weight of standard airline baggage. Thedistance between each chute (e.g., chute 410 and chute 420) may be largeenough such that standard airline baggage may fit within each chute.Each chute may slope downward such that baggage placed on the top of thechute may slide down the chute due to gravity and onto ramp 450.

Quadruple Helix Baggage Cart System

FIG. 4D illustrates a perspective view of a branch belt in an airportbaggage system using a plurality of quadruple helix baggage carts inaccordance with implementations of various technologies describedherein. The following description for FIG. 4D is made with reference tobaggage cart 100 of FIGS. 1A-1B and airport baggage system 300 of FIGS.3A-3B. FIG. 4D illustrates branch belt 413, pusher 415, quadruple helixbaggage carts 400, position sensors 465, baggage cart rotation devices490 and cart guide stops 495. Position sensors 465 may be used todetermine which chute of baggage cart 400 is positioned adjacent topusher 415 such that baggage may be pushed from branch belt 413 into thechute. Position sensors 465 may be any type of sensor as described abovefor sensor 360 such as an optical sensor, an infrared sensor and thelike. Position sensors 465 are configured to read position informationfrom a reflector 468 (shown on FIG. 4F) located on baggage cart 400.Position sensors 465 and reflectors 468 will be described in greaterdetail with reference to FIG. 4F below.

Baggage cart rotation devices 490 may be used to rotate baggage cart 400around a vertical axis that travels through the center of baggage cart400. More specifically, baggage cart rotation devices 490 are configuredto rotate baggage cart 400 to position different chutes of baggage cart400 under pusher 413. Each baggage cart rotation device 490 may becoupled to post 493 that supports branch belt 413 and may include awheel configured to be positioned against an outer wall of baggage cart400. In this manner, when rotation devices 490 rotate its wheels,baggage cart 400 rotates about its vertical axis. In one implementation,baggage cart 400 may include a center spindle. In this case, baggagecart rotation devices 490 may be positioned against an outer wall of thecenter spindle. By rotating baggage cart rotation devices 490 againstthe outer wall of the center spindle, the center spindle may cause thebaggage cart 400 to rotate.

Cart guide stops 495 may be used as a place holder such that the wheelsof cart 130 may fit within the corners of cart guide stops 495. In oneimplementation, cart guide stops 495 may indicate target baggage cartlocations. Cart guide stops 495 may be attached to the floor andpositioned underneath branch belt 413 such that pusher 415 is alignedabove baggage cart 400 and in position to push baggage onto one of thechutes of baggage cart 400. After baggage cart 400 is positioned insidecart guide stops 495, a user may send a signal to controller 370indicating the baggage cart 400 is ready to receive baggage. Althoughcart guide stops 495 have been described in connection with a quadruplehelix baggage cart 400, it should be understood that cart guide stops495 may also be used with a baggage cart having any number of chutes.

In one implementation, each baggage cart rotation device 490 may includea shock-like device 494 that may be compressed when baggage cart 400 ispushed against the baggage cart rotation device 490. The shock-likedevice 494 may be spring loaded such that they may be compressed. Aproximity sensor 492 may be coupled to the shock-like device 494 tosense the position of baggage cart 400 with respect to the baggagerotation device 490. For instance, as baggage cart 400 approaches thefinal position inside cart guide stops 495, the shock-like device 494may be compressed because baggage cart 400 may push into the baggagerotation device 490. The compression of the shock-like device 494 mayactivate the proximity sensor 492 to indicate that baggage cart 400 isin position to receive baggage. In one implementation, two proximitysensors 492 need to be activated in order to indicate that baggage cart400 is in position to receive baggage.

FIG. 4E illustrates a side view of a branch belt in an airport baggagesystem using a plurality of quadruple helix baggage carts in accordancewith implementations of various technologies described herein. Thefollowing description for FIG. 4E is made with reference to baggage cart100 of FIGS. 1A-1B, airport baggage system 300 of FIGS. 3A-3B andquadruple helix baggage cart 400 of FIGS. 4A-4D. As shown in FIG. 4E,each baggage cart 400 may use two rotation devices 390 to rotate thebaggage cart 400.

FIG. 4F illustrates a lower corner view of a branch belt in an airportbaggage system using a plurality of quadruple helix baggage carts inaccordance with implementations of various technologies describedherein. The following description for FIG. 4F is made with reference tobaggage cart 100 of FIGS. 1A-1B, airport baggage system 300 of FIGS.3A-3B and quadruple helix baggage cart 400 of FIGS. 4A-4E. As shown inFIG. 4F, position sensor 465 may be positioned on a post 493 supportingbelt 413 such that it is configured to be on the same line of sight asreflector 468, which is positioned on the outside of baggage cart 400.In one implementation, reflector 468 may be a mirror that may includedata embedded therein to indicate the identity (e.g., identificationnumber) of the chute. As such, each chute on baggage cart 400 may havean individual reflector 468 associated with it. Reflector 468 may alsoinclude information identifying the baggage cart 400 (e.g.,identification number). Reflector 468 may be positioned on the outsideof baggage cart 400 or on the lower support frame of baggage cart 400such that it rotates along the vertical axis of baggage cart 400 withits corresponding chute.

When position sensor 465 is in the line of sight, or in line, withreflector 468, the chute of baggage cart 400 that corresponds toreflector 468 is positioned under a belt (e.g., branch belt 413) readyto receive baggage pushed by a pusher (e.g., pusher 413). In oneimplementation, position sensor 465 may emit an optical beam outwardfrom post 493 to reflector 468. Since position sensor 465 is in linewith reflector 468, the optical beam may then be reflected back toposition sensor 465 by reflector 468. The reflection received byposition sensor 465 may include the identity of the chute as listed onreflector 468.

Although cart guide stops 495, baggage rotation devices 490, proximitysensors 492, position sensor 465 and reflector 468 have been describedin connection with baggage cart 400, in other implementations cart guidestops 495, baggage rotation devices 490, proximity sensors 492, positionsensor 465 and reflector 468 may be used with any type of baggage cartand system described in FIGS. 1-3B.

Methodology for Loading and Unloading Baggage

FIG. 5 illustrates a flow diagram of a method 500 for transportingbaggage using a baggage cart according to one or more implementations ofvarious techniques described herein. Although the following descriptionof method 500 is made with reference to baggage cart 100 of FIGS. 1A-1B,FIGS. 2A-2C, and airport baggage system 300 of FIGS. 3A-3B, it should beunderstood that in some implementations method 500 may be performedusing baggage cart 400 of FIGS. 4A-4C.

At step 510, baggage cart 100 may be positioned adjacent to belt 220 ofmobile bag loader 210. If baggage cart 100 is being loaded, the frontend 221 of belt 220 may be positioned adjacent to and above the top ofchute 110 or chute 120 and ramp 150 may be folded up. (See FIG. 2C).Baggage may then be added to the back end 222 of belt 220, which may belocated closer to the ground. In one implementation, the back end 222 ofbelt 220 may be coupled to the end of baggage slide 230 such thatbaggage may be automatically placed on belt 220 from baggage slide 230.

At step 520, belt 220 may be rotated such that baggage placed on theback end 222 of belt 220 may be transported to the front end 221 of belt220 and onto chute 110 or chute 120, whichever is disposed below belt220. After a piece of baggage falls onto the chute adjacent to belt 220,the baggage may slide down the chute until it rests against ramp 150 oranother piece of baggage. In one implementation, after the chuteadjacent to belt 220 is full of baggage, baggage cart 100 may be rotatedsuch that a different chute may be positioned adjacent to belt 220 asdescribed above, and method 500 may be repeated for the different chute.

If baggage cart 100 is being unloaded, the back end 222 of belt 220 maybe positioned adjacent to and below the bottom of a chute and ramp 150may be folded down. (See FIG. 2B). After folding ramp 150 down, baggagemay slide onto the back end 222 of belt 220 from the chute due togravity. Although baggage cart 100 is described as being positionedadjacent to belt 220, it should be noted that in other implementations,the back end 222 of belt 220 may be coupled to the bottom of a chutesuch that baggage slides onto the back end 222 of belt 220. In oneimplementation, after the chute adjacent to belt 220 has emptied itsbaggage onto belt 220, baggage cart 100 may be rotated such that adifferent chute may be positioned adjacent to belt 220 and the ramp 150on the different chute may be folded down. As such, the baggage disposedon the different chute may be emptied onto belt 220.

Belt 220 may then be rotated such that baggage on the back end 222 ofbelt 220 may be transported to the front end 221 of belt 220. In oneimplementation, the front end 221 of belt 220 may be positioned adjacentto the baggage compartment of an aircraft or to a belt on airportbaggage system 300 which may be located high above the ground. As apiece of baggage is carried from the back end 222 of belt 220, thebottommost piece of baggage on the chute that is positioned above theback end 222 of belt 220 may fall onto the back end 222 of belt 220 andmay then be carried to the front end 221 of belt 220. The processcontinues until all the baggage on a chute has been transported to thefront end 221 of belt 220.

Distributing Baggage with Helix Baggage Cart System

FIG. 6 illustrates a flow diagram of a method for distributing baggagein an airport baggage system having multiple baggage carts according toone or more implementations of various techniques described herein.Although the following description of method 600 is made with referenceto baggage cart 100 of FIGS. 1A-1B and airport baggage system 300 ofFIGS. 3A-3B, it should be understood that method 600 may also beperformed using baggage cart 400 of FIGS. 4A-4C. It should further beunderstood that while the flow diagram 600 indicates a particular orderof execution of the operations, in some implementations, certainportions of the operations might be executed in a different order. Inone implementation, method 600 may be performed by controller 370.

At step 610, controller 370 may receive flight information from scanner310 after scanner 310 scans a piece of baggage. The flight informationmay indicate the flight number that corresponds to the scanned piece ofbaggage. In one implementation, scanner 310 may scan each piece ofbaggage before it is placed on main belt 320. Scanner 310 may scan a tagplaced on each piece of baggage, a radio-frequency identification deviceplaced on each piece of baggage, or other type media placed on eachpiece of baggage. After scanning the piece of baggage, scanner 310 maysend the flight information associated with the scanned piece of baggageto controller 370.

In one implementation, controller 370 may not receive flight informationfrom scanner 310 for a piece of baggage due to an object obstructingscanner 310's view of the baggage's tag. In this case, the piece ofbaggage may be diverted to a manual encoding position. At the manualencoding position, an airport employee may read the baggage's tag andmanually input the flight information into controller 370. Controller370 may then proceed to step 620.

At step 620, controller 370 may determine whether a branch belt 330 ormain belt 320 corresponds to the flight information received at step610. In one implementation, each branch belt 330 and main belt 320 maybe associated with a particular range of flight numbers. As such,controller 370 may identify which range of flight numbers corresponds tothe flight information received at step 610. Controller 370 may thendetermine whether the range of flight numbers corresponds to main belt320 or a branch belt 330.

Steps 630-640 describe how baggage may be transferred to branch belts330. If, however, the range of flight numbers corresponds to main belt320, then controller 370 may skip steps 630-640 and proceed to step 650.At step 650, controller 370 may use the flight information thatcorresponds to the piece of baggage to determine which baggage cart 100disposed under main belt 320 corresponds to the flight informationreceived at step 610. In addition to determining the baggage cart 100that corresponds to the flight information, controller 370 may determinewhich chute on baggage cart 100 corresponds to the information thatspecifically pertains to the piece of baggage, such as whether the pieceof baggage is a premium bag. After determining which chute on baggagecart 100 corresponds to the information that pertains to the piece ofbaggage, controller 370 may proceed to step 660.

If the range of flight numbers corresponds to branch belt 330,controller 370 may proceed to step 630. At step 630, controller 370 maysend the scanned piece of baggage to the branch belt 330 determined atstep 620. In one implementation, in order to send the scanned piece ofbaggage to branch belt 330, controller 370 may determine the time atwhich the scanned piece of baggage may be in front of the appropriatebranch belt 330 based on the rate at which main belt 320 rotates.Controller 370 may then send a command to a pusher 350 that is locatedon main belt 320 to push the scanned piece of baggage onto branch belt330. Pusher 350 may be located where main belt 320 intersects theparticular branch belt 330 determined at step 620. The command sent topusher 350 may indicate the time at which the piece of baggage may be infront of the appropriate branch belt 330 as described above. Pusher 350may then push the scanned piece of baggage onto branch belt 330 at thetime at which the scanned piece of baggage may be in front of theappropriate branch belt 330.

At step 640, after the piece of baggage is pushed onto branch belt 330,controller 370 may receive the flight information that corresponds tothe piece of baggage from scanner 340. In one implementation, controller370 may already have this information from scanner 310 at step 610. Assuch, step 640 would be skipped. Additionally, controller 370 may alsoreceive information that specifically pertains to the piece of baggagepushed onto branch belt 330. For example, controller 370 may receiveinformation indicating that the scanned piece of baggage is a premiumbag.

At step 650, controller 370 may determine which baggage cart 100disposed under branch belt 330 corresponds to the flight informationreceived at step 640. In addition to determining the baggage cart 100that corresponds to the flight information, controller 370 may determinewhich chute on baggage cart 100 corresponds to the information thatspecifically pertains to the piece of baggage, such as whether the pieceof baggage is a premium bag.

At step 660, controller 370 may send the scanned piece of baggage to thebaggage cart 100 determined at step 650. Controller 370 may also sendthe scanned piece of baggage to the appropriate chute on baggage cart100. In one implementation, in order to send the scanned piece ofbaggage to the appropriate chute on baggage cart 100, controller 370 maydetermine the time at which the scanned piece of baggage may be in frontof the appropriate chute based on the rate at which branch belt 330rotates. Controller 370 may then send a command to the pusher 350 thatis located on branch belt 330 to push the scanned piece of baggage ontothe appropriate chute. Pusher 350 may be located where branch belt 330intersects the appropriate chute determined at step 650. In oneimplementation, the command sent to pusher 350 may indicate the time atwhich the piece of baggage may be in front of the appropriate chute onbaggage cart 100. Accordingly, pusher 350 may push the scanned piece ofbaggage onto the appropriate chute at the time at which the scannedpiece of baggage is in front of the appropriate chute.

In another implementation, before pusher 350 pushes the scanned piece ofbaggage onto the appropriate chute, controller 370 may use informationacquired from one of the scanners to determine whether the piece ofbaggage is premium baggage or regular baggage. One or more chutes ofbaggage 100 cart may be designated to hold the premium baggage, whilethe other chutes of baggage cart 100 may be designated to hold theregular baggage. Controller 370 may be programmed to know which chutesof baggage cart 400 correspond to premium baggage and which chutes ofbaggage cart 400 correspond to regular baggage. After determiningwhether a piece of baggage is a premium piece of baggage or a regularpiece of baggage, controller 370 may send a command to rotation devices490 to rotate baggage cart 100 such that the appropriate chute ispositioned adjacent to pusher 350. In one implementation, controller 370may rotate baggage cart 100 until sensor 465 is aligned with reflector468 that corresponds to the appropriate chute.

At step 670, controller 370 may determine whether any chute on anybaggage cart 100 is full. In one implementation, sensor 360 may send asignal to controller 370 when a chute on baggage cart 100 is full. Ifcontroller 370 receives the signal from sensor 360, controller 370 maydetermine that the chute where sensor 360 is located is full and mayproceed to step 680. If controller 370 does not receive the signal fromsensor 360, controller 370 may determine that the chute where sensor 360is located is not full and may return to step 610.

At step 680, controller 370 may activate alarm 380 to indicate that thechute is full. In one implementation, controller 370 may illuminate orsound alarm 380 to indicate to airport employees that the baggage cartchute is full. Each baggage cart may have its corresponding alarm.

At step 690, controller 370 may disable the pusher 350 associated withthe full baggage cart chute. As such, controller 370 may no longer sendbaggage to the full chute until the alarm has been turned off.

Alternatively, at step 690, controller 370 may rotate the baggage cartusing rotation devices 490 such that the full chute is no longerunderneath pusher 350. In one implementation, in order to determine thata chute on the baggage cart is full, controller 370 may determinewhether an optical beam emitted by transmitting optical sensor 360 isbeing reflected by sensor 470 (e.g., reflector). If a piece of baggageobstructs the optical beam between the transmitting optical sensor 360and the sensor 470 for a predetermined amount of time, controller 370may determine that the chute that corresponds to sensor 470 is full.After determining that a chute in the baggage cart 100 is full,controller 370 may send a command to baggage cart rotation device 490 torotate baggage cart 400 until optical sensor 360 receives a reflectedoptical beam from sensor 470. If baggage cart rotation device 490continues to rotate for a predetermined amount of time without receivinga reflected optical beam from sensor 470, controller 370 may determinethat each chute on the baggage cart is full.

In another implementation, controller 370 may determine whether a chuteon the baggage cart is full using an ultrasonic emitter/detector sensoror a vision sensor as described above with reference to FIG. 3B. Afterdetermining that a chute in the baggage cart 100 is full using theultrasonic emitter/detector sensor or the vision sensor, controller 370may send a command to baggage cart rotation device 490 to rotate baggagecart 400 such that the next chute is positioned in front of ultrasonicemitter/detector sensor or the vision sensor. Controller 370 may thendetermine whether the next chute on the baggage cart is full using theultrasonic emitter/detector sensor or the vision sensor. If the nextchute is full, controller 370 may continue to send a command to baggagecart rotation device 490 to keep rotating baggage cart 400 to subsequentchutes until the ultrasonic emitter/detector sensor or the vision sensoridentifies an empty chute. If the ultrasonic emitter/detector sensor orthe vision sensor does not identify an empty chute within apredetermined amount of time, controller 370 may determine that eachchute on the baggage cart is full.

In one implementation, controller 370 may read the position of thebaggage cart 100 using sensor 465 and reflector 468 and storeinformation that indicates which position (i.e., chute) of the baggagecart 100 is full. In this manner, controller 370 may more effectivelycoordinate how a piece of baggage may be placed on specific chutes inthe baggage cart 100.

Controller for Helix Baggage Cart System

FIG. 7 illustrates a computer network 700 into which implementations ofvarious technologies described herein may be implemented. The followingdescription of computer network 700 is made with reference to airportbaggage system 300 of FIG. 3A. In one implementation, various techniquesfor distributing baggage in an airport baggage system as described inFIG. 6 may be performed by the computer network 700. The computernetwork 700 may include a controller 710, which may be implemented asany conventional personal computer or server. However, it should beunderstood that implementations of various technologies described hereinmay be practiced in other computer system configurations, includinghypertext transfer protocol (HTTP) servers, hand-held devices,multiprocessor systems, microprocessor-based or programmable consumerelectronics, network PCs, minicomputers, mainframe computers,high-performance clusters of computers, co-processing-based systems(GPUs, FPGAs) and the like. Controller 710 may correspond to controller370 described above.

Controller 710 may be in communication with sensor 360, sensor 465,sensor 492, sensor 170, main belt 320, branch belt 330, branch belt 413,pusher 350, pusher 415, alarm 380, scanner 310, scanner 340, rotationdevice 490 and sensor 470. Communication media may embody computerreadable instructions, data structures or other program modules. By wayof example, and not limitation, communication media may include wiredmedia such as a wired network or direct-wired connection, and wirelessmedia such as acoustic, RF, infrared and other wireless media.Combinations of the any of the above may also be included within thescope of computer readable media.

In one implementation, controller 710 may receive flight informationpertaining to each piece of baggage from scanner 310 and scanner 340.Similarly, controller 710 may receive a signal from sensor 360 and/orsensor 170/470 indicating that a chute on baggage cart 100/400 is full.If a chute on baggage cart 400 is full, controller 710 may send commandsto rotation device 390 to rotate baggage cart 400. Controller 710 mayalso send commands to main belt 320 and branch belt 330 to start and/orstop rotating their respective belts. Similarly, controller 710 may senda command to pusher 350 such that pusher 350 may push each piece ofbaggage onto a branch belt 330 or onto a chute on baggage cart 100 asdescribed in method 600.

While the foregoing is directed to implementations of various techniquesdescribed herein, other and further implementations may be devisedwithout departing from the basic scope thereof, which may be determinedby the claims that follow. Although the subject matter has beendescribed in language specific to structural features and/ormethodological acts, it is to be understood that the subject matterdefined in the appended claims is not necessarily limited to thespecific features or acts described above. Rather, the specific featuresand acts described above are disclosed as example forms of implementingthe claims.

What is claimed is:
 1. A method for unloading one or more bags,comprising: positioning a back end of a conveyor belt on a mobile bagloader adjacent to and under a first chute of a baggage cart having atleast two intertwined chutes; folding down a ramp portion of the firstchute toward the back end; and rotating the conveyor belt.
 2. The methodof claim 1, further comprising: folding up the ramp portion of the firstchute; rotating the at least two intertwined chutes so that the back endof the conveyor belt is positioned adjacent to and under a second chuteof the baggage cart; and folding down a ramp portion of the second chutetoward the back end.
 3. The method of claim 2, wherein the at least twointertwined chutes are rotated when the first chute is empty of baggage.4. The method of claim 1, further comprising rotating the at least twointertwined chutes around a vertical axis located in a middle of the atleast two intertwined chutes.
 5. The method of claim 1, furthercomprising configuring the conveyor belt such that a first end of theconveyor belt is angled higher than a second end of the conveyor belt.6. The method of claim 1, further comprising configuring the conveyorbelt to pick up bags from the intertwined chutes of the baggage cart. 7.A method for loading one or more bags, comprising: positioning a frontend of a conveyor belt on a mobile bag loader adjacent to and above afirst chute of a baggage cart having at least two intertwined chutes,the at least two intertwined chutes forming a double helix shape;placing the bags on the conveyor belt; and rotating the conveyor belt.8. The method of claim 7, wherein placing the bags on the conveyor beltcomprises: coupling a first end of a baggage slide to an aircraft;coupling a second end of the baggage slide to a back end of the conveyorbelt; and placing the bags on the first end of the baggage slide.
 9. Themethod of claim 7, further comprising rotating the at least twointertwined chutes around a vertical axis located in a middle of the atleast two intertwined chutes.
 10. The method of claim 7, furthercomprising configuring the conveyor belt such that a first end of theconveyor belt is angled higher than a second end of the conveyor belt.11. The method of claim 7, further comprising configuring the conveyorbelt to drop bags onto the intertwined chutes of the baggage cart. 12.The method of claim 8, wherein the baggage slide comprises a carbonfiber baggage slide.
 13. A method for loading one or more bags,comprising: positioning a front end of a conveyor belt on a mobile bagloader adjacent to and above a first chute of a baggage cart having atleast two intertwined chutes; placing the bags on the conveyor belt;rotating the conveyor belt; and rotating the at least two intertwinedchutes such that the front end of the conveyor belt is positionedadjacent to and above a second chute of the baggage cart.
 14. The methodof claim 13, wherein the at least two intertwined chutes are rotatedwhen the first chute is full of baggage.